shadle



I V c; F. -SHAD LE. I

SIGNAL SYSTEM-FOR RAILWAYS APPLICATION FILED OQT. 8|. 1919. 1,397,883.

- Patented Nov." 22, 1921;

' e SHEETS-SHEET 1.

v f/s m/vro l? IWLIIIIMII' a lam nmn a um num c. F'. SHADLE.SIGNALSYSTEM FOR RAILWAYS.

APPLICATION FILED OCT- 3, I9I9.

Patented Nov. 22, 1921.

6 SHEETS-SHEET 2.

C. F. SHADLE.

' SIGNAL SYSTEM FOR RAILWAYS. APPLICATION FILED 001.3, 1919.

Patented Nov; 22-, 1921.

6 SHEETS-SHEET 3- Mug/1707a Patented Nov, 22, 1921. 6 SHEETS-SHEFT 4.

NVE/VTO IF.

' c. F. SHADLE.

SIGNAL SYSTEM FOB RAILWAYS.

APPLICATION FILED OCT. 8, 1919.

c, F.SHADLE.

SIGNAL SYSTEM FOR RAILWAYS.

APPLICATION FILED ocT. 8. 1919.

Patented Nov. 22, 1921.

3'6 SHEETS-$HEET 5.

- c. F. SHADLE.

SIGNAL SYSTEM FOR RAILWAYS.

APPLICATION FILED OCT. 6, I919.

Patented Nov. 22, 1921.

6 SHEETS-SHEET 6- To all whom it may concern:

FFEQEZ.

'TET

CLINTON F. SHADLE, 'QF INDIANAPOLIS, INDIANA, ASSIGNOR TO SHADLEAUTOMATIC TRAIN SIGNAL COMPANY.

SIGNAL SYSTEM FOR RAILWAYS.

menses.

Specification of Letters Patent.

Patented Nov. 22, 1921.

Application filed. October 8, 1919. Serial No. 329,364.

Be it known that I, CLINTON F. SHADLE, a citizen of the United States,residing at Indianapolis, in the county of Marion and the State ofIndiana, have invented certain new and useful Improvements in SignalSystems for Railways, of which the following is a specification.

My invention is an improvement on. the signal system for railways shown,described and claimed in my copending application, Serial No. 249,554,filed August 12, 1918.

It is the object of my invention to provide means in a signal system forrailways for automatically making service application of the brakes whenthe block in advance is other than a clear block; further, to providenovel means in a signal system for railways for automatic service brakeapplication of the brake mechanism with gradual reduction oi brake pipeair pressure by automatic action oi the equalizing piston in theengineers automatic brake valve following gradual automatic reduction ofair pressure in system, without movement of the engineers brake valve,while the said valve is in normal running position. Further to providenovel signal means for indicating each co action between the travelingpart and a local part; coaction between which results in automaticcontrol in the traveling brake mechanism; further to provide travelingpick up mechanism influenced by a local control and travelingmaintaining mechanism amplifying the influence caused in said travelingpick-up mechanism; further to provide traveling retarding means arrangedto retard the return to normal position "for a fixed period of time, ofa traveling part aiter coaction of the traveling part with a local part;further to provide means in a signal system for railways for applyingthe brakes by automatic repetition of movement in the brake applyingmeans; further to provide means for manually interrupting said automaticmovements; further to provide means automatically interrupting thesupply of maintaining-air to the air brake mechanism; further to providemeans for manually controlling said last-named interruption; fun ther toprovide novel means for manual interruption of mechanism for controllingthe automatic service brake application for permissive passing of thevehicle into a block 1n unclear condition; further to provide air brakeapplying means including an equalizmg piston and valve and automaticmeans for causing actuation of the latter; further to prov1de air-brakemechanism including an equalizing piston and valve and automat c meansand manually controlled means for interrupting supply of maintaining airactlng on said valve; further to provide novel servlce application meansfor the brakes; further to provide novel means for interrupting serviceapplication of the brakes; ifurtlier to provide novel means ofmaintalnlnga permissive low speed control; further to provide a novelmeans of limited speed control; further to provide novel means forindicating condition of the traveling mechanism; further to providenovel means for clear and caution conditions of the traveling devices;and further, to provide novel local and traveling partial circuits andcoactions therebetween for efiecting signal indications on vehiclecontrol.

The invention will. be further readily understood from the followingdescription and claims, and from the drawings, in which the latter:

Figure l is a diagrammatic representation of the invention, the greaterportion of the traveling mechanism being omitted.

Fig. 2 is a diagrammatic representation of the traveling portions ofsaid exemplilication. 1

Fig. 3 is a diagrammatic representation of the connections of theenginemans automatic brake valve with a portion of the travelingautomatic control and actuating devices, the view being shown mainly incentral vertical axial section, the handle of the engineers automaticbrake valve being exemplified in running position.

F'g. 4 is a side elevation of the traveling contact shoe and theretarding means therefor. v

Fig. 5 is a front elevation and cross section of the maintaining circuitcontrol switches and local pick-up circuit holding switch for clear andunclear conditions actuated by local contact with the ramp rail.

Fig. 5 (a) is a detailed drawing of the roller'bearing on the contactshoe shown in Fig. 4:.

Fig 5 (b) is a sectional view of the controller shown in Fig. 5.

Fig. 6 is an elevation and plan view of the "Fig. 7.

electric translating device for speed control and pick-up andmaintaining control device, the electromagnets and circuit breakersbeing of same construction.

Fig. 6 (a) is a top view of the circuit controller shown in Fig. 6 andFig. 6 (b) is a top view of the electromagnet shown immediately belowFig. 6. r w 7 Fig. '7 is a cross section of the speed controlelectro-magnet showing the two coils as wound on the magnet core. Thewinding for the pick up 'and maintaining electric translating devicesareof the same construction with the exception that they have one singlewinding with three binding posts, the center binding post tapped to aportion of the winding between two of the binding posts for lowresistance and for quick action of armature, the two outside bindingposts cutting in the entire winding for the maintaining circuit.

Fig. 7 (a) is a diagrammatic view of the electromagnet shown in Fig. 7.V

Fig. 8 shows a circuit breaker for the speed control circuit and isenergized by a circuit from the tachometer generator tapped across themains between generator circuit leading to one of the windings of thetwo coil control magnet shown in Fig. 6 and Fig. 9 is a front elevationof the tachometer generator from the pulley end showing the resilientsteel belt as applied and drlven from pony truck wheel.

Fig. 10 is a side elevation and partial cross section of tachometergenerator.

Fig. 11 is an end elevation ofa tachometer generator in cross sectionshowing the construction of same and the armature slots and'commutators' showing method of connecting the armature coils to thecommutator bars. 3

Fig. 11 tions.

v The local control stations.

The local control means may includesignal mechanism, if desired, or thesignal mechanism may be omitted. I have ,exem plified the local controlmeans as including signal mechanism and as including the three positionsof the control and signaling mechanism, although if desired. the samemay only be a clear position and an unclear position. (See Fig.1).

11 and 12 represent the respective rails of .7

(a) shows the armature conneccal stations. have corresponding referenceletters and numerals applied thereto. These local stations may be signalstations, but it is within the contemplation of my invention that theselocal stations may be used as purelycontrol stations for the travelingsignal and control means, or signals of desirable character, number andlocation may be employed. r

In the present exemplification the rail 11 is represented as thenormally ositive electric conducting rail for the po arity changingmeans exemplified in the local mechanism, and the rail 12 as thenormally negative electric conducting rail of the Latter.

At each local station there is preferably a local controlled means,shown as a semaphore arm 16 to accord with or indicate the condition ofthe block at the entrance to which the controlled means or signal islocated.

In the present exemplification the semaphore arm at station B is innormal or upright' osition, the indicating light or spectacle 1 showinggreen, to indicate a clear or proceed condition of block B; thesemaphore arm at C is in slanting position,the indicatin light or 1spectacle showing yellow to in icate a caution condition of block 0; andthe semaphore D is in horizontal position, the indicating light orspectacle 19 showing red to indicate a danger condition of block D. y

In the present exemplification, the local controlled means orcontrolled'signals, when signals'are employed, are operated bycoinpressed fluid, although it is within the scope of my invention toemploy other means for operating the same. he compressed fluid is showncontrolled byelectrically operated valves. 7 r r i 21 is a local controlbattery, which controls the electro-pneumatic valves 23, 24,communicating by passages 25, 26, with cylinders 27, 28, in whichpistons 29, 30, operate. A piston-rod 31 extends from the piston .29into the cylinder 28, and a pistonrod 32 is articulated with a lever 33operating the local controlled means. The lever 33 is shown as pivotedon a pivot 34 in the base of a suitable signal-mast, and articulated at36 with an actuating rod 37 extending lengthwise of the signal-mast andarticu-- lated at 38 to the semaphore-arm,the latter being pivoted on apivot 39 to the signalmast. V Y

A pipe 41 leads from a suitable source of compressed air to theinlet-port of the electro-pneumatic valve 23, and a pipe 42 leads fromthe passage 25 to the inlet-port of electro-pneumatic valve 24, theseinletports being designated by the reference letter a. Each of theelectro-pneumatic valves has an inlet valve 6 and an outlet valve thelatter communicating with an outletport at opening to the atmosphere.The

valves 7) and 0 are connected by a stem 6' and are actuated by anelectric translating device, represented as an electro-magnet, theseelectro-magnets being designated 43 and 44, respectively. Theelectro-magnets normally cause opening of the inlet-valves and closingof the outlet-valves, as shown at station B, for depressing the pistonsand moving the signal into green or clear positions.

,When the compressed fluid is shut ofii' from cylinder 28 and saidcylinder is epened by the breaking of the circuit of magnet 44, theweight of the semaphore-arm, in the present exemplification of thecontrolled means, causes retraction of the piston 30 until it strikesthe piston-rod 31, which is held by the pressure on its piston, bringingthe signal to the yellow or caution position shown in station C.

When the circuit of electro-magnet 43 is interrupted, compressed fluidwill also be shut off from cylinder 27 and said cylinder opened to theatmosphere, allowing retraction of both pistons and causing'thesemaphore-arm, in the present exemplification, to descend by gravity,placing the controlled or signaling means in red or danger position, asshown at station D.

The armatures of electro-magnets 43, 44, are actuated through the mediumof the local control battery 21. Electric conductors 46,

47, having a circuit-interrupter 48 therein, connect one of the poles ofthe battery 21 with one of the terminals of electro-magnet 43, and anelectric conductor 49 connects the other pole of the battery 21 with theother terminal of the magnet 43. Electric conductors 46, 53, having acircuit-interrupter therein, connect one 01 the poles oi the battery 21with one of the terminals of the electro-niagnet 44, and electricconductors 49, 55, connect the other pole of said battery with the otherterminal of said electromagnet 44.

The circuit-interrupters 48, 54, are controlled. from an advance localstation, preferably from the station at the entrance to the next blockin advance. Thus the said circuitinterrupters at station B arecontrolled from the local station 0 through the medium of a trackcircuit, the circuit-interrupters at local station C being controlledfrom the local station D through the me dium of a similar track circuit.I

A track battery is shown at 61. A pole changer, represented as amechanical polechanger 62, is interposed between said battery and thetrack. The pole-changer is represented as having contact-arrns 63, 64,connected by an insulated bar 65 and arranged to cooperate with contacts66, .67 and 68. One of the arms is articulated at 69 with the signal-rod37. The contacts 66, 68, are connected by electric conductors 70 withthe negative pole of the track battery, while the contact 67 isconnected by an electric conduct-or 71 with the positive pole of thetrack battery. An electric conductor 72 connects the arm 63 with therail 11 of the block in rear of the one at the entrance to which thelocal signal is located, and an electric conductor 73 connects the arm64 with the rail 12 of said block. 7

The circuit-interrupters 48, 54, of the local station at the entrance ofthe block with which the electric conductors 72, 73, connect, arecontrolled by a local electric translating device or electric valueselector, hereinafter referred to as a polarity selector, shown as arelay 74, energized by the track battery of said block. An electricconductor 75 connects the rail 11 of said block with one of theterminals ,of said relay, and an electric conductor 76 connects the rail12 of said block with the other terminal of said relay. Saidrelay ispreferably a polarized relay, comprising a polarized armature formingthe circuit-interrupter 54, and a neutral armature forming thecircuit-interrupter 48.

When new the local controlled part or signal is in clear or greenposition, as shown at local station 13, which is the local station forthe block in advance B, the local pole changer 62 will be in suchposition that the positive pole of the track battery at said localstation will have connection with the right hand or normally positiverail of the block in rear A, and the negative pole of the track-batterywill have connection with the is t hand or normally negative rail ofsaid blockin rear A, for energizing the local polarized relay orpolarity selector 74 at the entrance of said block, and causing acurrent therethrough in accord with the position of the localpole-changer 62 at local station B, and closing the circuit-interruptersin the electro-pneumatic valve circuits at the entrance of said block Ain the absence of a vehicle or other obstruction or derangement in saidblock.

The presence of a vehicle in said block A, indicated at 51, will,however, short circuit the track battery across said rails through thewl eels and axles of the vehicle, and take the current from said localpolarized relay and thereby open said circuit-interrupter 48, which is aneutral armature, causing the controlled device or signal at theentrance to block A to go to danger or red, a relation shown at localstation D, the circuit-interrupter 54 having been previously swung foryellow or caution condition of block.

This relation changes the poles in the polechanger 62 at local station Dso as to connect the right-hand oi? block C, looking in the proceeddirection, indicated by the arrow g, with the negative pole of thetrack-battery 61 at station D thereby reversing the polarity of thepolarized relay 74 at station 0*, and causing a-swinging of thecircuit-interrupter 54, which is a polarized armature, so as to breakthe circuit energizing the coil of electro-pneumatic valve 24 at stationC, and cause the controlled device or signal at said station C to moveto caution or yellow posi' tion.

Electric connections are further made with the local control battery 21shown as a signal battery, continued into a different block, forinstance, a block in the rear, where local electric transferring orinfluencing meansfor the same are provided, exemplified as comprisingthe track rail or rails and a ramp-rail, acting as contacts, and forminga normally interrupted or partial circuit. These electric connectionsinclude an electric transferring or influencing means exemplified as acircuit interrupting mechanism arranged for conveying the influence ofthe local electric signaling or controlled means to the travelingmechanism forinfluencin the latter, when the block being approach" is aclear or green block, or interrupting said electric transferring vorinfluencing means, when the block being approached isnot a clear block,so as to indicate on the traveling vehicle whether the block which isbeing approached is clear or other than clear. Thelocalcircuit-interrupter as exemplified is a polarized relay 74energized by the track battery as before described, comprising apolarized armature forming the circuit interrupter means 54,- electricconnection with the'p'ositive pole of the local control battery 21, asby being connected with electric'conductor 46, through circuitinterrupter 48, electric conductor 53, electric conductor '89, andextends lengthwise of the track a suitable distance-and connects with alocal electric influencing or transferring device represented as localcontacts 90, and shown as ra'mpiails. This local contact is projected asuflicient distance in the rear of the block which it serves,-so thatthe driver of an oncomingvehicle may have information in his travelingmechanism, and if desired automatic control operation therein, inadvance of the time of the arrival of the vehicle at the. block inadvance served by said local contact. The two ramp rails are connectedin multiple for the purposeof the engine running either forward orbackward, or for single track movement in both directions.

- An electric conductor 91 connects with electric conductor 50 andnegative pole of local batteryand is shown connected with the rail 12ofthe block-in rear and as extending lengthwise of thefitrack a suitabledistance to a point opposite the local contact 90. In the presentexemplification, the local electric transferring devices are localcontacts, one of which is a local contact rail or ramp-railinsulatedfrom the traflic rails. The ramp rails may be of suitable length, thelength being determined by the probable speed of the vehicles passingtherealong and the sensitiveness of the electrical devices coactingtherewith. I have provided means, however, whereby the ramp-rail may beshortened and the length of time of coacting between the travelingcontact and the local contact may be materially reduced as will bedescribed. 7

The local contact which acts to effect change in relation in thetraveling mechanism is preferably placed at a suitable distance from theblock at the entrance towhich theloca'l station from which its electricconductor extends, this distance determining the length of. time oftravel throughout which the driver of the oncoming vehicle will haveadvance information of the state of the controlled means or of thesignal, if a signal is employed, at'the local station which he isapproaching.

' lie local signal mechanism may, if desired, be omitted, and a signallight as an indicator substituted. I

In the present exemplification of my invention, when the block inadvance is in clear or green condition, as "exemplified by the block B,the relay armatures 48 and 54 are closed, whereby a localinterruptedcircuit from the local control battery is formed, this local interruptedcircuit havingas its terminals the track 11 and the local contact 90, sothat, when the traveling contacts, exemplified as the wheels and axle ofthe vehicle and a shoe on the vehicle, as hereafter explained, coactwith the track rail and the local contact, the said interrupted localcircuit including the local control service of electric energy, isclosed through a traveling partial circuit including an electrictransferring, influencing or translating device on the vehicle,totransmit the influence of said local control battery to the travelingmecha- 1 nism, as hereinafter more fully explained. When, however, thecircuit interrupter 53 is open, the said local partial circuit isinterrupted, which interruption occurs when the local control means forftheblock in advance 115 is either in caution or in danger condition,with the result that no electric influence is conveyed to the localcontacts serving said block to close said traveling partial circuit.

In the present exemplification of the in- 120 vention, the travelingmechanism embodies automatic pick-up mechanism for picking up in thetraveling mechanism the condition of the block in advance, and automaticmaintaining mechanism for maintaining the 125 pick-up condition'so as toprolong the pickup efi'ect resulting from coacting between the travelingelectric transferring or influencing device.

The automatic pick-up and maintaining 130 mechanism is exemplified asincluding a shoe and a retarding, means for automatically retarding thereturn to normal position of the shoe on leaving the ramp. I

prefer that the action of the shoe and resequential action in thosemeans in manner to be hereinafter described.

The invention is not limited to the brake means shown and described, itbeing obvious that other means and other connections than those shownand described may be employed without departing from the spirit of theinvention; and further, that parts of the mechanism :may be employedwithout employing other parts, and that parts may be substituted for theparts not employed, within the scope of the appended claims.

The trawling pick-up and maintaining means. The vehicle is provided withtraveling electric influencing or transferring devices, shown as a shoe101 coacting with the local contact or ramp-rail 90 and as the wheels,

and axles 102 of the vehicle coacting with the rails 11, 12 or with bothsaid rails, (see Figs. 1 and 2). These traveling contacts represent theterminals of a traveling partial circuit in which a traveling electrictranslating device 103 is included. This traveling partial circuitincludes the shoe 101, an electric conductor 108 in which a terminal 107is included, the electric translating device 103, and electricconductors 130, 131, 132, 109, grounded on the engine frame and shown asleading to the wheels and axle 102. When now the traveling vehicle is,as exemplified in Fig. 1, traveling in the proceed direction, shown bythe arrow in Fig. 1 and the traveling contact 101 makes contact with thelocal contact 90, the traveling contact 102 being in contact with thelocal contacts 11, 12, or track rails, the relay armature 5 1, beingclosed by reason of the clear or green signal con-:litionof the blockinadvance B, the local partial circuit from the local control electricsource ofg' energy shown as the battery 21 is closed through thetraveling partial circuit just de-' battery 21, therefore will fail tohave influence on the traveling partial circuit, whereby the electrictranslating device 103 on the vehicle will remain unaffected, the resultbeing that the traveling signaling and control means will bein anegative condition or relation to indicate an unclear condition of theblock in advance for causing the signaling and control relationshereinafter described. the signal and brake control means causing I Anunclear condition in the traveling signaling and control means will alsobe presentwhen the traveling contact makes contact with the localcontact projected in advance from a danger or red block D as the saidcontact 54 of relay will in that condit10n of the block signaling meansalso be open for interrupting the local partial cir- The normaldeenergized condition of the electric translating device 103 is a checkagainst false indication, for if there is no energizing of this electrictranslating device on a pickup, owing to defect in the circuit, thecontrol system goes to caution even if the block in advance is a clearblock.

In the present exemplification of the invention, the traveling mechanismembodies means whereby the contact or influencing effect of coactionbetween the traveling electric influencing or transferring means or.contact, and the local electric influencing or transferring means orcontact, is prolonged, so that when, for instance, a ramp-rail isemployed, a comparatively short ramp-rail will suffice to transfer theinfluence of the local source of electric energy to the part of thetraveling mechanism influenced thereby. The picked up or influencedposition in the traveling partial circuit is arranged to be maintainedby a traveling maintaining circuit which includes theelectrictranslating device of the pick-up mechanism.

The traveling maintaining circuit is shown as comprising a travelingsource of electric energy, (see Fig. 2) exemplified as a travelingbattery 121, an electric conductor 122 leading from'the positive pole ofthe traveling battery, an electric conductor 123 con- 'necting thelatter with a switch 124, electric conductors 125, connecting the latterwith a switch 126, an electric conductor 129 having connection with oneterminal of the electric translating device 103, an electric conductor130, having connection with the other terminal of the latter, andelectric conductors 131,132, 133, connecting with the negative poleofthe traveling battery. The travel ingsource of electric energy may beany traveling electricity generating device to impart electric energy tothe traveling mechanism.

The actuation of the shoe or traveling. contact causes closing of theswitch 124, in a manner to be presently described, and the energizing ofthe electric translating device 103, by coaction between the travelincontact and the local contact, causes 0 osing of the switch 126, wherebythe circuit from the traveling source of electric energy through saidelectric translating device 103 is completed. c

The electric translating device 103, therefore, substantiallysimultaneously, receives current from the local source of electricenergy and from the traveling source of electric energy, whichcondition, however, endures but for a short intervah'beingpract-icallyonly momentary, the circuits, How- 'ever, being in multiple with thesame terminal of the electric 'translating device 103 is connected withthe negative poles of the local battery andcf the traveling battery.

The influence of the local battery on" the V V shoe'and-rotaryswitchesto normal position. v

zelect'ric translating 'devicef1O3' isonly momentary' and may bedescribedas a pick-up 'infiuencethereon, whereas the influence ofthet'r'aveling battery on the electric translatin'g device 103 isprolonged and may be shown asa maintaining circuit, which has the-effectof permitting a. very short local contact to be employed for causingsettingup influence in the electric translatin device 103, which set-uis maintained byt e'traveling "source 0 electric energy after the"traveling contact hasleft the local contact, 'in'or'der tomaintain saidelectric translating device 103 and the parts actuated therebyin set 'uprelation, so that' tlie' various actuations "or changes in positionsin'the 'traveling signalmechanism a nd'the travel ing control mechanismmay take place'in the desired manner prior to the cessation ofmaintaining influence onsaid electric trans- 'lating devicer 7/ I haveexemplified such means as comprising retarding means for retarding thecessation of the influence caused by the coaction of the travelingcontact with the local contact. and shown as means for retarding thebreaking of the maintaimingcircuit of the traveling battery.

The retarding means isshc'itv'n as connected with the travelingcoiitact'or shoe. This'means is exemplified as cdnsisti "of thefollowing ixistrfiffiehtalitie's (see ,igs. 4an'd 5),

The shoe 101 is exemplified as comprising a contact-plate extendinglengthwise of the plate being provided with lugs 142, the re spectiveends of theconta'ct plateare ardirection of travel, the ends ofthecontact menses "current from the local contact. The stem 154 isinsulated from" the shoe by insulation 148,. A stem is arranged toreciprocate in a bearing'155 of the beam the movement in one directionbeing caused by the movement of theshoe. When the shoe makes contactwith the ramp-rail, it is raised by'the ramprail, the ends of theramp-rail sloping as shown at'156' for avoidingabrupt end-con- 157' forconnection to crank arm 158 fixed at one end by hearing 170 .foroperating switches 124, 127 and 128 through rotary 'retum-of the stemwhen the shoe leaves the local:contaot,'the spring 159 returning the Thestem 154alsohas a socketstem -l57 with jaw'provided with spring-161. Themovement of socket stem 15 7 is limited by pin 'movementthan stem-157caused by varying helghts ofalinement of ramp-rad, or adjustment of shoeonthe vehicle.-

A retarding means exemplified an cylinder 165 and p1ston166 therein,from which a piston rod 167 extends, is acted on by the crank arm 158operating rotary switches 124, 127, 128,- the switches 127 and 128exemp'lified as normally closed switches, and

switch 124 as a normally -open' switch,

switches 124A, 124B, as normally closed switches fonnirfg a shuntingcircuit from 124A across contact plate 124B through electric conductor125, through electric C11- tact betweenthe shoe and ramp-rail, The Isteni 154 is provided with a cap and jaw cuit contacts 126, throughelectric conductor 129, through windingon electric translating device103, through electric conductor 130, through electric conductor 131,connecting with contact 124A, across plate 124B, formin a shunttoprovide against electric trans- 1a ing device-103 failing to'releasecaused bystatie electricity in the fields or grounded.

shoe on contact with the local'ramp-rail is instantaneous for operatingthe rotary 'switcheabut the'r'eturn of thestem upon the h'o'eleaving'the ramp-rail is retarded by I means of the retarding dash pot165. For accomplishing this I have shown the piston as provided withports 181 a valve 182 is movable lengthwise of the piston-rod, the faceof the valve being provided with a washer 183, and a collar 18 1threaded to the piston-rod between the valve and the collar acting tonormally close said ports and for adjusting to prolong or reduce time ofreturn of the piston 166, stem 167 to normal or retracted position. Thisreturn is a retarded return, the cylinder preferably contairli ks aliquid, such as a light oil, indicated at The spring 159 acts tonormally return the stem 154, switches 124, 127, 128 and piston andvalve to normal or retracted position. The movement of the piston in thecylinder, when a ramp rail is contacted, is rapid, the stem 154C andcrank arm 158 acting to raise the piston with a quick movement. Theweight and compression of the fluid above the valve 182 causes the valveto recede from the ports for opening said ports, so that the oil mayreadily pass through said ports. W hen now the shoe leaves the ramp-railthe stem is urged by means of the springs 159 and 161. This return ishowever a retarded return, owing to the fact that the ports 181 areclosed. The return of the piston is against the resistance of the oil orliquid in the cylinder under the piston, for permitting the return. Thevalve is provided with a metal washer 183 and collar 184: to limit thepassage of the liquid through opening in the valve to the upper end ofthe cylinder above the piston, the metal washer acting as a valve seatwith which the valve coacts. The'latter is shown adjustable, as byproviding the stem with a threaded connection with the piston rod, thestem passing through a borein the piston-rod and having leak proofconnection with the wall thereof. The adjustment of the valve determinesthe rapidity of return of the rod and the duration of the closedcondition of the switches and is useful, especially when employing theretarding means on trains of different speeds.

The leaf springs forming the switches are shown secured in the casing.The shoe acts on switch 128 for making and breaking the circuit in anelectric translating device 212 which acts in sequence with the electrictranslating device for controlling the clear and unclear condition ofthe traveling mechanism, in manner to be presently explained.

The traveling signal and control means.

The vehicle isprovided with a traveling electric influencing ortransferring device shown as traveling contacts 101,102, coope atingwith the respective local contacts of the blocks. The traveling contactshoe coacting with the local contact or ramp rail 90, while thetraveling contact 102 is shown as the frame, axle and wheel of thevehicle. A traveling electric translating or transferring device 103hereinafter termed a traveling translating device is arranged to haveelectric connection with said traveling contacts 101, 102 for beingbrought into accord with the local electric translating device orcontrol means of the local station at the entrance of the block inadvance of the position of the vehicle.

In the present exemplification of the invention, the traveling mechanismembodies automatic signal mechanism for indicating the condition of theblock in advance; the automatic application of the service brakes in theevent such block is other than clear. Automatic speed control mechanismarranged for permissive running in a given block and automatic signalmechanism and automatic indicating mechanism acting during passage bythe vehicle of a local contact to indicate such passage.

The invention is not limited to the particular means shown anddescribed, it being obvious that other means and other connections thanthose shown and described may be employed without departing from thespirit of the invention.

The traveling signal and control mechanisms include a series ofautomatically actuated devices which are shown in the presentexemplifieation. Thus 103 is an automatic pick up device actuated bycoaction of the shoe and local ramp rail contact for clear condition ofblock in advance, and 212 is an automatic maintaining brake controldevice for clear condition of block; 223 is an automatic service brakeapplication device; 22 1- is an automatic maintaining air device, bothof said last named devices be ing controlled by the maintaining brakecontrol device 212. The actuating means of said devices are exemplifiedas electro-pneumatic valves and electromagnet translating devices. (SeeFigs. 2, 3, 6 and 7.) The traveling translating devices 103 and 2.12 areshown as iron clad electromagnets. These magnets have a low resistancefor the pick-up circuit and a high resistance for the maintainingcircuit. v

The electromagnet translating device 103 is arranged to actuate thetranslating device 212 for clear conditions; the magnet coil 212 isenergized for maintaining the traveling signal and the travelingautomatic brake control mechanism for clear condition of the blockahead, and is deenergized for caution and danger condition of blockahead and acts to release automatic brake control devices for serviceapplication of the brake mechanism.

Electro-pneum atic valve 232 of the service brake application device 223is controlled by the maintaining device 212, electric translating device233 is continuously energized for clear condition of the block, anddeenergized for caution and danger condition of block and produces anautomatic service application of the brake mechanism; anelectro-pneumatic valve 235 of the maintaining air device 224 has itselectric translating device 236 energized for clear condition oftheblock and deenergized for caution condition and danger condition ofblock, the control of said electro-pneumatic valves transferred to apermissive low speed control means for the last named condition ofblock. a

This latter electro-pneumatic valve acts, when its electric translatingdevice is energized, to maintain a compressed air valve 238 of themaintaining air device 224 which it controls, open during energizedcondition of its electric translating device, and closed duringdenergized condition of the electric translating device, whereas theelectro-pneumatic valve 232 is arranged to maintain the pneumatic valve239 which it controls closed during energized condition of thelelectrictranslating device of the said electro-pneumatic valve, and'thepneumatic valve open during denergized condition of the electrictranslating device. 1

4 The positive pole of the traveling battery is preferably connected byelectric conductors with all of the traveling control instruments,whereas in practice the negative pole of the traveling battery may beconnected with the engine frame and the negative side of the travelingcontrol instruments may be similarly connected with. the engineframe. Ihave, however, in the drawings, shown the circuits completed by wireconductors. The traveling electro-pneumatic valves mentioned, which maybe alike, have an inlet valve 5 urged to seating position by a springand an outlet valve Z, the latter communicating with an outlet port onopens ing to the atmosphere (see Fig. 3). The valves 21 and Z-areconnected by a stem 4, and are actuated by the electric translatingdevices represented as electroinagnets, of said respectiveelectro-pneumaticvalves, the armatures of which connect with said stem.The amount of air required to operate the controlled parts by means ofthese valves is small, and will not affect the air-brake system. a

The electro-pneumatic valves 232 and 235 are fed from a suitable sourceof compressed air as from the usual main. reservoir 241 of thelooomotivewhich feeds the usual air brake system. (See Figs.;2 and 3) 'A pipe 242connects with the main reservoir,,a branch pipe 243 connects Withtheinlet port of electro-pneumatif; valve 232, and

pipe 245 connects with the inlet port of clectro-pneumatic valve 235. V

Indicating condition of traveling mechanism.

The stem 154 of the traveling contact 101 is provided with a crank arm158 for actuating switches 124, 124A, 124B, 127, 128, 128A and 1283,located in housing C. The switch fingers are mounted on fiber insulatorblocks D and E a roller of fiber F is rotated for bringingxinto contactmetal contact plates mounted on the roller to complete an electriccircuit through the switch fingers, the switches being in open or closedposition according to the position of the roller plates tric circuits,whereas switch 124 is in normal open position; switches 124A and 1243are normally closed across contact plates and switches 128A and 12813are closed across roller plate (see Fig. 2) Switches 124A, 124B, 128A,128B when closed across roller-plates form a shunt across the terminalsof electric translating devices 103 and 212 for the purpose of crosscircuit protection, and only come intocontact followingtheopeningorbreaking of the maintaining energizing circuit of the electrictranslating devices 103. and 212, and at the closing of the shuntcircuit across the switch fingers and contact plates will discharge anystatic electricity contained in the fields of the electromagnets ofdevices 103 and 212 and compel the release of the electromagnetarmatures assisted to open position by the springs 48; the shunt circuitis also for the purpose, as before stated, of preventingstray electriccurrents from partially grounded wires should they exist from holdingthe electromagnets in closed relation-after the maintaining circuits,have been opened by the movement of the switches in the said circuits.\Vhen the switch 128 is opened by upward movement of the shoedeenergizing the electric translating vdevice 212 for causing opening ofswitches 208, 215, at the same time the reverse from norm1 movement ofthe roller, the switch 128 is closed through the roller contact 128B to128A thus placing a shunt circuit across the terminals of translatingdevice 212 for the purpose of discharging any static electricity in theelectromagnetic'field that would have a tendency to hold the armature 41from a quick release occasioned by static electricity and further as aprotection from stray electric currents from an electric conductor thatcould result from poor insulation; in other words, the'closed or shuntcircuit is for the purpose of cross circuit protection switch to thenegative pole of the travelbattery.

ing battery which is as shown a stick circuit, therefore the translatingdevice 212 and switches 208, 215 will remain in open positionafterthetraveling contact 101 returns to normal position after passing overthe local contact or ramp-rail, providing the block entered is otherthan aclear block. The parts are in suchposition that, when thetraveling shoe 101 coacts with the ramp-rail 90, the translating device103 is energized when the block in advance is a clear block. Then, whenthe traveling shoe leaves the ramp rail whereby the rotary switch isagain closed, completing the electric circuit through translating device212 in a circuit comprising the positive electric conductors 122, 140,200, switch 128, electric conductor 201, the electric translating device212 through low resistance tap of winding and the conductor 202, switch203, electric conductor 204, electric conductors 205, 131, 132, and thecommon negative electric conductor 133, thus energizes thetranslatingdevice 212 and actuates its armature and switches 208 and 215. Then thecircuit common negative pole of the traveling battery is made fromelectric conductor 201 through the entire winding of the translatingdevice 212, electric conductor 310, switch 215 and electric conductors311 and 29 to the negative pole of the traveling Switch 128 closes theelectric circuit before the holding circuit of the electric translatingdevice 103 is opened at switch 124 by reason of the advanced position ofcontact on roller of switch 128. As hereins before stated, the returnrotary movement of the switch to normal position after contact shoeleaves the ramp rail is slow, being retarded to return movement by thedash pot.

There is no action of the automatic electropneumatic service brake valve223 or the automatic electro-pneumatic maintaining air valve 224:following the deenergizing of translating device 212 and breaking of thepartial maintaining circuit at switch 208. When the block in advance isin a clear condition, the electric pick up translating de maintainingcircuit and maintaining the automatic brake mechanism in closed positionwhile the transference of electrical energy from the ramp-rail 90 to thetraveling contact shoe may be late in action following coaction, therelation is, however, only momentary, and the partial maintainingcircuit of the electro-pneum'atic valves of the brake mechanism willagain be energized.

Prior to the resultant effects on the electropn'eumatic valves 232, 235,and the actuation of the parts controlled thereby, the deenergizing oftranslating device 212 is followed by the closing of switch 208 on backpoint for causing a visual signal, represented as an electric light bulbB with yellow spectacle to appear, the circuit for the same beingthrough the common positive electric conductors 122, 140,141, 207,switch 208, electric conductor 213A, and electric light bulb B andelectric conductors 214, 205, 131, 132 to the common negative conductor133.

The electric pick up translating device 103 actuates switches 126, 203and 312 and is actuated only during the period of coaction of thetraveling contact shoe 101 with the local contact ramp-rail 90. When theblock in advance is in a clear condition, by energizing the electriccircuit comprising the traveling shoe 101, circuit through link 1 14:,anchorplates, bolt and lug 107, an electric conductor 108 to the lowresistance terminal of winding of translating device 103 to electricconductors 130, 131, 132 and electric conductor 109 and tap 102 onengine frame, the circuit is completed through axle and wheels ofvehicle through running rail to negative pole of local station battery21. This is designated as the pick up circuit. For a clear block inadvance, the actuating of the armature of electric translating device103 closes switches 126,203 and 312 at the same time the coactionbetween the traveling contact and the local contact also oper atesrotary switch contacts located in housing 6 (se'eFig. 5) and breakingthe shunt circuit at contact 12413 and the closing of switch 124completing a stick circuit through translating device 103, comprised ofelectric conductor 122 from the common positive 110 pole of thetraveling battery, electric conductor 123, switch 124:, an electricconductor 125, a switch 126, an electric conductor 129, to terminal ofthe translating device 103 through entire coil of high resistance toterminal and electric conductors 130, 131, 132 and 133 to commonnegative pole of the traveling battery, this circuit shown as the stickand holding circuit and is for the purpose of insuring a set up positionor translating device 212, heretofore described. Should the electricalcontact between the traveling shoe and the local contact be only for afraction of the length of the local contact it will be sufficient toenergize electric translating device 103, the stick circuit willmaintain the said translating device in energized condition.

The .coaction between the traveling contact and the local contact andclosing switch 124, also sounds an audible signal (see Fig.

Klaxon horn, the armature-coil whereof is' energized from the travelingbattery by a circuit comprising the common positive Iiielectric'conductors 122, 123, the switch 124, electric conductor 125electric conductor 125A, the electric translating device of the horn, anelectric conductor 125B, 214, 205, 131, 132 and 133 to the commonnegative pole ofthe traveling battery. Y

The traveling mechanifm having been set block ahead, the vehicleautomatically roceeds at speed after the indications have been received,and indicates to the engineer or driver the fact of coactionbetween atravelin contact and a local contact. The audible indication'is by meansof the horn and the visual indication is b means of the appearance ofthe yellow lig t.

Unclear condition of traveling mechanism.

Assumin now that the vehicle is traveling in block B and approaching thelocal electric transferring means projected in rear from the localcontrol station l which is set up for caution condition of block ahead,

the local electric transferring means thereof will be in deenergizedcondition, due to the open relation of the polarized armature 54 o thetrack relay 74. The traveling partial circuit in which the electric pickup translating device 103 is located will, therefore, fail to receiveenergizin influence. from the local partial circuit, an said electrictranslating device 103 will remain denergized whereby the switches 126,203 and. 312 re main open. The switches 127, 128will also be opened andswitch 124 will be closed by the movement of the traveling shoe 101whereby the electric translating device 212',

is denergized and the winding shunted, thereby opening the switches 215,208'where by the green light A is extinguished and the yellow light Bappears by reason of the back contact of the switch 208 with electricconductor 213A closin the circuit throu 11 yellow 1i ht bulb 13. Theaudible signal namely t e horn will also sound. c

The opening of switch 208 front contact thereby breaking the circuitcontrolling the automatic maintainin air valve 238 and the automaticservice bra e valve 239 whereby the deenergizin of the electrictranslating devices 233 an: 236 causes closing of the electro-pneulnaticvalves232 and 235 and the release of air pressure against the pistons401 and 414 thereof through the exit ports on whereby the maintainingair valve 238 is closed for automatically shutting off the maintainingair from the brake system and the'openlng of the air valve 239 for aservice application of the brakes by causing defor clear condition orgreen condition maps:

creasje'in pressure inthe equalizing reservoir, and relief of airpressure in chamber on top of equalizing piston in engineers automaticbrake valve, the raising of piston b pressure under said piston from thebra e pipe and opening of its valve allowing the brake pipe air to ow tothe atmosphere thus mak- 111%3. gradualbrake pi reduction.

he deenergizing o the electric translatin device 233 acts to-open theair brake va ve 239. This valve connects with a pipe 395 which hassuitable connections for releasing ressure in the train brake pipe 450for app ying the brakes (see Figs. 2 and 3). Thisrelease of pressure iscontrolled b an adjustable automatic intermittent air re ease valve 396(see Fig. 3) which releases the air to the atmosphere, so'that a gradualrelease of pressure of say ten, fifteen or twenty pounds per squareinch, as desired, is obtained at each opening of the valve-239 dependenton the amount of normal pressure in equalizing reservoir and train brakepipe, for instance ninety pounds or one hundred and ten pounds, and asstated, the determined speed and wei ht of the train, and the desireddistancewit in which it is desired to stop the same. For instance, on aheavy high speed train which it is desired to bring to a quick stop,each brake pipe reduction in case it is a passenger train, may be fromtwenty to twenty-five pounds.

Actuation of the valve 239 is accomplished by a piston 401 connectedtherewith by a piston-rod 402 and reciprocable in a cylinder 403, withwhich the inlet-valve i and the outlet-valve Z of electro-pneumatic'valve 232 is connected by a passa e404. The area of piston 401 isgreater t an the area ofvalve 239, and the pressure in pipe 243 is inpractice greater than the pressure in pipe 395.

The automatic intermittent air release valve as indicated by character396 (see Fig. 3) which is a sectional view of the valve and casing whichis an essential part of the valve.

It is unlike a safety pop valve, as its construction is such as to causeit -to'close quickly with a pop action, insuring its seatpressionotspring 501, between the flange of the stem andadjusting 'nut 502. Whenthe air pressure below valve 500 is greater than the force exerted bythe spring 501 it rises and as a larger area is then exposed, itsmovement upward is very quick, being guided'by the brass bush in thebody 503. Two ports are drilledv in this bush upward to thespringchamber; and two outward through the body to the atmosphere. Asthe valve moves upward its lift'ifs-determined by the stem 505 striking'eap nutaoe. *It closes the two vertical ports in'the bush'connecting thevalve and spring chambers, and-opens the lower ports to the atmosphere.vAsthe air pressure below valve 500 decreases and the compression of thespring forces the stem and valve downward, the valve restricts thelowerports to the atmosphere and opens those between the valve andspring chambers. The discharge air pressure then has access to thespring chamber. This chamber is always connected to the atmosphere bytwo small holes through the body 503; the air from the valve chamberenters more rapidly than it can escape through these holes, causingpressure to accumulate above the valve and assist the spring to close itwith the pop action before mentioned. The valve is adjusted by removingcap nut 506 and screwing up or down the adjusting nut 502. The size ofthe exhaust ports are very im portant and cannot be changed in size. Thevalve can be accurately adjusted to re lease at any pressure'from 50pounds to 125 pounds and in action will pop off and make a gradualrelease of air pressure. If adjusted to release twenty pounds from theequalizing reservoir of the brake system the valve will pop offaccurately the twenty pounds and firmly reseat the valve. The pop actionis desirable as the air pressure from the equalizing reservoir isgraduated off and assists the equalizing piston 457 to come into actionfor making a gradual brake pipe reduction through the engineersautomatic brake valve, approximating the manual operation of the enineers automatic brake valve when operated for a service brakeapplication.

The pop action of the automatic intermittent air release valve is tocause the graduated piston 457in engineers automatic brake valve to makethe reduction from the brake pipe in two applications; the air pressurefrom brake pipe 450 causes .this action. On the quick opening of valve239 air pressure flows freely through one-inch pipe 504 through handrelease 302 and as pressure builds up, the lntermlttent a1r releasevalve goes into action and air builds up again on top of equalizingpiston in engineers automatic brake valve; after exhaust of brake pipeair and drop of pressure in brake pipe air equalizes on both sides ofequalizing piston and said piston again closes exhaust valve 458. Therelease of air from the equalizing reservoir causes a sudden drop inpressure therein, and the one-lnch plpe to hand release 302 is to permitthis free flow of air and pressure reduction. Priorto the action of theintermittent release valve the air pressure escapes faster to theone'inch pipe than the air from brake pipe 450 through small passage 464to feed the chamber over equalizpiston; the pressure from one-inch brakepipe 450 through passage 460 under equalizing piston 457 forces pistonup opening its valve 458 to permit air to flow to atmosphere; as airescapes gradually through intermittent release valve 396 to atmospherefrom chamber over equalizing piston, it is escaping faster than air frombrake pipe can supply through small passage Q64 (provided for normallycharging equalizing reservoir). Hence, a secondlifting of the equalizingpiston 457 results with escape of brake pipe air to atmosphere throughequalizing piston relief valve.

The piston 457 will graduate off the air pressure and stop operating forfrom two to three seconds and again come into action completing thetwenty pound reduction as popped off or reduced from the equalizingreservoir until equalization takes place between brake pipe andequalizing reservoir,

the maintaining air device 224 holding the brakes on the engine and thetrain, approximating the operation by the engineman in placing theengineers automatic brake valve on lap position for holding the brakeson the engine and train until it is desired to release the brakes,before or after the train has been brought to a stop. The operation ofthe automatic brake mechanism will be in force until the train isbrought to an automatic graduated service stop, unless the enginemanperforms the function for manual control by replacing the hand release.Then, after the low speed limit has been reached, controlled by theautomatic permissive speed control, the automatic brake mechanism willautomatically reset to the normal position and the brakes on the engineand train will go to full release and the train brake system willrecharge; the train can proceed under the low speed limit hereinaftermore fully described. I

The pipe 504: is connected to valve body 223 at 507 to supply air foractuating cylinder 302 on release of valve 239. 'Device 802, hereinafterreferred to as hand release (see Figs. 2 and 3) consists of a cylinder(1, with cap head 6, a. stop. against piston c, a check 'valve (Z withoperating lever e for releasing air pressure in cylinder a. for releaseof same for closing circult at switch 95, the check valve (Z havlng amuch larger port for exhausting the air than the port 7 shown throughrod 9 for air inlet to cylinder. The spring it returns cylinder atonormal position after release of air pressure for closing circuit atswitch 95. This switch is in the circuit of the permissive maintainingcircuit of the automatic brake valve and automatic maintaining airvalve. While traveling in other than a clear block the switch has acontact plate I for completing the circuit from switch fingers. Thereare two switch I of piston 414 is greater than fingers, m, y, located oninsulation as shown fastened tobase of the device; the contact plate islocated on insulation which is attached to and moves with thecylinder.The pipe 504 supplies air pressure for moving the cylinder followingrelease of valve 239. Traveling maintaining air supply pipe out outdevice. 1

' operation oflever 440 of the engineers automatic brake valveby theengine driver which is moved to lap position to cut off the maintainingair supply passage to the brake pipe and equalizing reservoir in orderto hold the brakes on the train or vehicle until a release of the brakesis desired. This movement of the engineers automatic brake valve to lapposition by the engine driver follows a service application of thebrakes.

' The deviceis a maintaining air device at all times except when cominginto action on entrance to an unclear block. This is accomplished in thepresent exemplification by the maintaining air device 224. When thetraveling mechanism departs from the set-up for clear condition,theelectric translating device 212 is deenergized and opens switch 208which controls the circuit of the electric translating device 236, asheretofore explained, and the valve 238 closes. Valve 238 is normallyopen and controls the passage of maintaining air throu h the sections411, 412, of a feed pipe, (see igs. 2 and 3'), the section 411'receiving the malntaining air from the feed valve of the brake systemand section 412 delivering the maintaining air to the train brake pipeat portg439 and to the equalizing reservoir throu h port 464 in suitablemanner, to be hereina er more fully explained.

The valve 238 is actuated by a piston 414,

connected therewith by a rod 415. The pis ton slides ina cylinder 416.The cylinder has connection with the inlet valve i'and the outlet valvel of the electro-pneumatic valve- 235, by means of a passage 417. Thearea the area of valve 238.

In the present exemplification, the op-- erations which take place whenthe vehicle is traveling in block B and its traveling contact coactswith the local contact inlsaid block, take place when the vehicle istraveling in block C and its traveling Contact coacts with the localcontact of said block, compelling the'engineer or driver to manuallyassume control of the traveling mechanism, failing which the train orvehicle will automatically come to a quick service brake stop in advanceof its entrance into a danger block D. r

Automatic speed limit eontrol.

An automatic low speed limit control device for maintaining theautomatic brake control devices inset up position under a fixed lowspeed limit, for permissive pro ceed with vehicle traveling in otherthan a clear block is provided.

The speed control device is exemplified as consisting of the followinginstrumentalities (see Figs. 6, 7, 8, 9, 10, 11.).

Thus, electro-magnet 40 is of the well known iron clad type with outercasin 40a formingone pole of the magnetic fiel 45 is a soft iron coreforming the other pole of the magnetic field. 41 is an armature, thisarmature being for instance a soft irondisk. The armature is providedwith a stem 44 of a non-magnetic metal, the stem passing through thesoft'iron core 45 for actuating the electric circuit interrupter,switches 42, 43. The magnet 40 is provided with two windings, 53, 54..Winding 54 is energized from source of electric energy from a travelinggenerator 65 as will be-hereinafter described. The winding 53 isenergized from a source of electric energy from the traveling battery121.

The object of the speed control is to provide an automatic control meansfor automatically giving service application of the brakes on thetraveling vehicle when traveling inother than a clear blockshould thevehicle exceed the speed of a set up or predetermined low speed limit.The windings 53, 54-, forming the two separate magnetic fields have thesame magnetic value but are so connected with the source of electricenergy as to create opposing magnetic fields; therefore there are twoseparate wound field coils of o posite polarity with opposing magneticfiel s; then, if the electric energy delivered to each field winding isof the samerelative value the magnetic field will be neutral, thatis,-the magnetic flux is ml, with no action on the armature 41-, and theswitches 42 and 43 remain in open ition and will remain open until theelectric energy supplied to one of the field windingsv is eitherdecreased or increased in value, accomplished by decrease or increase inelectrical energy value or by the insertion in theelectric circuit ofone of the windings, a resistance 61 shown as a German silver or cromewire with taps for adjustment purposes; the resistance inserted is forthe purpose of adjusting the electric value in the winding 53 for thepurpose of obtaining anydesired pickup point of the magnet to controlthe releasing point of the brakes for any desired speed of the train.

It is proposed to insert the adjustable resistance in. winding 53 whichis the winding supplied with electric energy from the source of electricenergy supplied from the traveling battery 121, shown as a storagebattery of the Edison type or of the well-known lead plate. type. Thusthe electrical energy supplied to the winding 53 has a constant value.The winding 54 of opposing polarity and supplied with a source ofelectric energy from a generator of special construction which is drivenfrom the axle of the vehicle, the generator providing novel meansinconstruction, having the characteristics for supplying a positiveindicated electrical energy, voltsamperes rating at indicated speeds,and will be referred to hereafter as a tachometer generator.

There are two field windings 53 and 54, energized by two separatesources of electricenergy. VVinding' 53 supplied with a source ofelectric energy of constant value, from a source of electric energysupplied from battery 121, and a winding 54 of opposing polarityinducing a magnetic flux in the polar pieces 45 and 40a opposing themagnetic field of the winding 53. The electric energy supplied from thetachometer generator will increase in value proportionately with theincrease in speed of the generator. Then, if the windings 53 is inclosedcirc'uit relation with the traveling battery thus inducing amagnetic fluxin polar pieces 40A and 45, the armature 41 will pick upcompleting the magnetic field, and will remain energizedas long as thecircuit of the winding and battery is in closed position.

The armature will remain unattracted as long as the generator issupplying electric energy of such value to the windings 54 as toneutralize the magnetic fiuX of opposing winding 53 in circuit with thetraveling battery. The electric energy supplied by the generatorincreases with the speed of the generator the construction being suchthat the electric energy output is graduated up to a given speed asonethousand revolutions per minute, and reaching the maximum electricalvalue (volts amperes) at this speed. The value will not increase for anyincrease of speed of the generator above this speed.

An adjustable resistance is provided in the circuit of thetravelingbattery and winding 53 of the speed control magnet forcontrolling the speed of the vehicle at any pre-determined speed. 1

The electro-magnet 40 and speed control device above described, operatesthe brake mechanisms and visible signals on the trave1- ing vehicle whenthe vehicle is traveling in other than a clear block, and does notfunction during travel of the vehicle in a clear block, and goes intoaction-for maintaining the automatic electro-pneumatic devices of thebrake mechanism shown as the automatic service brake valve 223 and theautomatic air maintaining valve 224 in set up position, with the vehicletraveling below the speed limit, adj ustment through control circuits byelectric conductor 122 from positive pole or traveling battery 121, anelectric conductor 140, electric conductor 141, electric conductor 59,switch 127, electric conductor 60, electric conductor 93, switch 43,electric conductor 94, switch 95, electric conductor 96, electricconductor 97, through winding of elec tric translating device 233,electric conductor 98 to negative terminal of the traveling battery andelectric conductor 96, electric conductors 211 and 210, through windingof electric translator device 236,electric conductor 99, electricconductor 133 to common terminal of battery.

Provision is also made to provide a no voltage cut-out switch 64 (seeFig. 8) shown as an electromagnet- A with winding B and armature C andcontact D; the movement of armature C actuates contact D by movement ofarm E. The winding is connected as shown (see Fig. 2) across theterminals of the generator; the purpose of the device is to providemeans for opening or breaking the circuit of the traveling battery towinding 53 of speed control electromagnet 40 should the tachometergenera-tor fail to deliver electric energy; this is to make a positiveopen circuit following a failure of the tachometer generator; then, ifthe tachometer generator fails to deliver electric energy on theentrance to an unclear block the electromagnet 40 of the speed controlmay be energized and armature 41 holds switches 42 43 in closedposition. However, the magnet will be deenergized and will release whenthe shoe on the vehicle coacts with a ramp rail, caused by the openingof circuit switch 127 under control of the shoe; then the magnet willremain in open position after circuit switch 127 closes as the shoeleaves the ramp rail on account of the maintaining travelingcircuitremaining in open position at switch 42 by electric conductors 122,.140, 141, 59, switch 127, electr1c conductor 60, resistance 61,electric conductors 20, 22, 23, electric conductor 30, switch 42,electric conductor 25, winding 53, electric conductors 28, 29, to commonnegative battery, and circuit open at armature 21 of no voltage switch64; a service application of the brakes will follow as usual and the engineman will not be aware of the fact of failure of speed control tofunction until vehicle brakes havefailed to release as is usual with thedevice proper working order, after train-speed is reduced below limitspeed set up. I I

However, the engineman can again place the electroinagnet 40 of thespeed control 111 set up condition by operating a pick up circuitthrough switch 300 and electric CllCUlt 190 from positive pole ofbattery, resistance 191, switch 300, electric conductor 92, terminal 26of the coil 53 and terminal 27, electric conductor 28, electricconductor 29 to the negative terminal of the traveling battery, thuenergizing the electromagnet 40; the release of the brakes will followand the train can proceed, but without the speed con trol feature. Theelectromagnet 40 will again be deinergized by the opening of thetraveling battery circuit at switch 127 operated by the movement of theshoe. \Vhen it coacts again with a ramp-rail at the entrance to block inadvance the service brake application is again repeated as beforeexplained, if the block in advance is in unclear condition. Now, if thevehicle enters a clear block leaving an unclear block the translatingdevices 103 and 212 will coact with the shoe devices and the maintainingtraveling battery circuit for clear block will again set up in closedcircuit relation with the automatic service brake valve-and theautomatic maintaining air valve, and the visible signal in the cab ofthe vehicle will change from green and yellow, to green, indicating aclear block and the engineman can proceed at speed. As the speed controldevices do not function in a clear block but as before explained, theservice application of the brake mechanism will come into action onentering other than a clear block, regardless of the failure of thetachometer generator or either one or both of the field windings on theelectromagnet 40 of the speed control device.

Separate manual control of unclear conditwn of travelmg mechanism.

, As hereinbefore explained, the traveling signaling and vehicle controlmechanism is placed in unclear 'and'brake applying position when thetraveling contact coacts with the local contact located in rear of acaution whether he be away from his post, or sick, or dead, the vehicleor train will stop. It may be timediso' that the stoppage will occurbefore the train or vehicle reaches the danger block. Under the traflicrules the engineer 7 may travelin a caution block" withhisTtra-inundercontrol, and may proceed into an automatic blockindicating stop only after bringing the train or vehicle to a full stopthen proceeding at low speed, say from three to five miles per hour,expecting to find a train in the block, an open switch, or trainfouling, or a broken rail, requiring the engineman to have his trainunder full control to expect a dangervcondition ahead. This is inaccordance with the established automatic signal rules for trainmovements.

There is furthermore, a signal for indicating to the engineman that heis traveling under a permisslve control, and in an unclear block orsection of track. The signal in this in stance is a combined green lightand yellow light, indicating a permissive proceed or travel in anapproach to or within an nuclear block. 7

The green light is in a circuit comprising the common positive electricconductor 96, tapping switch 95 of the hand release,-electric conductors211, 209, 213 to green bulb A and electric conductors 214, 205, 131,132, and 133 to the common negative pole of the traveling battery.

The yellow light signal indicating an entrance to an unclear block willcontinue to indicate in the electric circuit comprising the comnionpositive traveling battery 122, 140, 141, 207, back contact of switch208, the electric conductor 213A, to the electric bulb B of the yellowindication, and to the common negative pole of the traveling battery byelectric conductors 214, 205, 131, 132 and 133. When the travelingsystem is proceeding in unclear block under control, and under the speedlimit control and approaching an unclear block either a caution block ora red block, the engineer must operate and hold a switch 300 in closedrelation during the time of. coaction between the traveling shoe contact101 andthe local contact 90 to prevent an automatic service brakeapplication which would follow should engineer not operate the manualcontrol switch 300 which closes a circuit to control the automaticservice brake valve 223, and the maintaining air valve 224, to placethese valves out of the influence of the unclear condition ofthexmechanism, the

circuit for this. manual control comprising an electric conductor190from the positive poleof the traveling battery through a resistance191, a switch 300, electric conductor 92, to terminal 26 of thetranslating device 40 of speed control through winding 53, to terminal27and electric conductors 28 and 29 to the common negative pole of thetraveling battery. This manual control for permissive entrance into anunclear block is necessary for safety as the engineman may be absentfrom' his post at the moment of such entrance or the passage over thelocal contact or may be incapacitated and not notice the audible signal.

The manual control does not infiuence the electric translating. devices103' and 212 there-

